Charge control valve mechanism for internal-combustion engines



M. MALLORY Marh 4, 1952 CHARGE CONTROL VALVE MECHANISM FORINTERNAL-COMBUSTION ENGINES Filed Nov. 12, 1947 A TTORNE Y5 PatentedMar. 4, 1952 UNITED PATENT CHARGE "C ON TROII'VALVE- MECHANISM "FOR INTERN'AL COMBUSTION ENGINES Marion Mallory, Detroit; Mich;v

Application November 12, 1947,Seri'al N 6. 785F160 5 Claims. (Cl. 123-40392 1 This invention relates toach'arge-control' valve mechanism foran internal combustion-engine. It is desirable in an internalcombustionengine to provide a carburetor and fuel mixture intake Ifvalve '23 is turned then communicationbetween orifice I9 and suctionchamber I5 through conduit 2| is restricted. If 'valve-"23'-is== screwedoutwardly, then the restriction -in conpassageway of suflicientsizeor-cross-sectionso" 5* duit'ZI is decreased.'-.

that the engine can-breathefreely and main-- tain a desired highcompression in the'cylinders" control the charge; particularly at lowengine speeds, so that the engine will not beovercharged andthereforewillnot knock; In other words; this invention contemplatesa-charge control valve mechanism which will control-the charge taken inby the engine at all speeds to maintain approximately the same highcompression at all engine speeds without knocking.

In the drawing:

Fig. 1 is a vertical cross section through a car-'- buretor showing mycharge control valve mechani'sm.

Fig. 2 is a vertical cross section through a car buretor showinga-modified form of'my charge control valve-"mechanism.

Referring more "particularly 'to the drawing; the various elements'arereferenced. as'follo'wst' carburetor housing I having an'intakepassageway 2 through which all the fuel mixture flows into the engine,intake passagewayinlett'and' outlet to the engine 4, Venturi 5,carburetor fuel nozzle 6 connected into the float bowl (not shown) ofthe carburetor, balanced throttle valve T mounted on throttle shaft-8'journalled' in car= buretor housing I, crank arm 9 fixed on'throttie-shaft 8 without the housing I, throttle rod II) of the push and pulltype provided with 'an'elongate slot II at one end, pin I2 fixed oncrank 9 and extending into slot II so that slot II and pin I2 providea--lost motion connection between throttle rod III and crank 9,.suctiondevice.or servo-motor I3 comprising 'a"flexible diaphragm I4, suctionchamber I 5, compression spring" I6, rod I1 pivotally. connectingdiaphragm I 4 with crank 9 as at I8, orifice I9 in intake passageway 21m the engine side of valve I, orifice 29in Venturi 5,'conduit 2|connecting orifices'IB and 20, branch conduit22-connecti'ng conduit-2|to suction chamber I5, valve 23 having a screw fit in conduit 2| bymeans of "which communication betweenorifice I9 and suction chamber I=can= lie-adjusted;

Although it is preferred to locateorifice -20 in the Venturi, thisorifice 20 can be located "in-=in==- take passagewayi anywhereon th'eatmosphere side of throttle valve I so lon'g-as all of-="th'efi1iidflowing through -intake passageway 2- passes by orifice 20. If desired,orifice-20can'beomitted, but in such case it is imperative that orificeI9 be located in theintake 'passageway on th'e engineside ofthrottle-valve "I where all'of the air 15 or fuel mixture flowing the'en'gine passes and when orifice I9 alone is used, then it is pref'rredto locate this -orifice' on the engine side of valve I in the planeof-valve'shaft' 8 (Fig; 2) because valve shaft 8 astsas a' restricti'onin intake *passageway- 2 and increases the velocity of the air flowingby this-shaft."

The operationsof I my device is as .follows As shown in Fig. 1, throttlerod-I0 and-throttl'e'valve I I are in idle position. At this'time' pinI2 is at the left hand endofslot 1 I Compressionspring 1 I closed due toth'e ilost :motiorL connection Lbetweenthrottlerod I 0 and crank -9. Thevacuum at'orifice I9 will tend 'to establish itself in sue-- tionchamber 'I5 (as bled down by orifice'20) and causediaphragm I t to movetoward the right and thereby'move throttle valve-I toward op'en positionagainst compression spring I 6. When valve I 'isclosed orifice 20 tendsto act as anair' bIeed to orifice'I9 so that the fulf'manifoldvac uumis--' not established in chamber I5. The

40' speed of theen'gine will increase and consequentlythesuction-at'orifice 20 will increase thereby moving diaphragm I4'toward the right and movingvalve I further toward open position. Thus;valve 5 will open gradually instead of suddenly and thereby prevent theengine-from beingover- 1 and this Venturisuction," actingth rough suc---tion device I3; willhold throttle valve I 'wideopen.

The tension :ofspring- I6 can be decreased 'by 1 turning threaded-nipple'24'- outwardly against which the right hand end i of" spring I6 abuts;-

so that a low vacuum of about two inches of mercury (the intakepassageway vacuum at high engine speeds) acting on diaphragm l4 willhold valve 1 wide open. When it is desired to move throttle valve 1toward closed position, then throttle rod 10 is moved toward the rightso that the throttle rod ID will engage pin I2 at the left hand end ofslot H and thereby swing valve 1 toward closed or idle position.

Regardless of whether both orifices l9 and 20 are used or orifice [9alone is used, the spring tension is adjusted so that approximately 2"of vacuum will hold the throttle valve wide open, meaning that thebreathing of the engine will never be greatly restricted but enough toprevent detonation r pre-ignition at the low end. In any engineextremely high compression can be used when the speed of the engine ishigh but, if extremely high compression is used, the engine willovercharge at low speeds and cause detonation. With my invention thecharge is regulated so the engine receives a full charge at high speedsand a restricted charge at low speeds.

Another advantage is that, when the throttle is not all the way open atlow speed, there will be considerable manifold depression which assistsin maintaining an atomized mixture whereas, if the throttle is wide openat low engine speeds, the mixture falls into the manifold, which isalmost atmospheric pressure, and condenses on the walls causing roughengine operation.

I do not wish to be limited to using the device as part of thecarburetor. It will function satisfactorily by using an auxiliary valveand placing it between the carburetor throttle and the engine.

I claim:

1. In combination with the intake passageway for an internal combustionengine through which the motive fluid for the engine flows, a throttleshaft rotatably mounted in said passageway, a throttle valve supportedon said shaft in the intake passageway, a push and pull throttle rodhaving a 10st motion connection with said throttle valve shaft so thatmovement of the throttle rod in one direction will positively close saidvalve and movement of the throttle rod in the opposite direction willfree said valve for opening movement, an orifice positioned in theintake passagewa on the engine side of said throttle valve in a planewhich passes through the throttle shaft and which is perpendicular tothe flow of motive fluid and in that portion of the intake passagewaythrough which all of the motive fluid for the engine flows, a suctiondevice, a connection between the suction device and the throttle valve,resilient means tending to move said throttle valve toward closedposition, and a conduit connecting the suction chamber of said suctiondevice with said orifice whereby when said throttle rod is moved in athrottle opening direction the intake passageway vacuum acts throughsaid suction device to move said throttle valve gradually to openposition and thereby avoid overcharging the engine.

2. In combination with the intake passageway for an internal combustionengine through which the motive fluid for the engine flows, a throttlevalve in the intake passageway, a push and pull throttle rod having alost motion connection with said throttle valve so that movement of thethrottle rod in one direction will positively close said valve andmovement of the throttle rod in the opposite direction will free saidvalve for opening movement, an orifice positioned in the intakepassageway on the engine side of said throttle valve and in that portionof the intake passageway through which all of the motive fluid for theengine flows, a suction device, a connection between the suction deviceand the throttle valve, resilient means tending to move said throttlevalve toward closed position, and a conduit connecting the suctionchamber of said suction device with said orifice whereby when saidthrottle rod is moved in a throttle opening direction the intakepassageway vacuum acts through said suction device to move said throttlevalve gradually to open position and thereby avoid overcharging theengine, a second orifice in the intake passageway on the atmosphere sideof said throttle valve, and a conduit connecting said second orificeinto the suction chamber of said suction device.

3. The combination as set forth in claim 2 including a venturi in theintake passageway on the atmosphere side of said throttle valve and thesecond mentioned orifice being positioned in said venturi.

4. The combination as set forth in claim 3 including an adjustable valvein the conduit between the orifice on the engine side of the throttlevalve and the suction device for adjusting communication between saidorifice and the suction device.

5. In combination with the intake passageway for an internal combustionengine through which the motive fluid for the engine flows, a balancedthrottle valve in the intake passageway, a push and pull throttle rodhaving a lost motion connection with said throttle valve so thatmovement of the throttle rod in one direction will positively close saidvalve and movement of the throttle rod in the opposite direction willfree said valve for opening movement, an orifice positioned in theintake passageway on the engine side of said throttle valve, a suctiondevice, a connection between the suction device and the throttle valve,resilient means tending to move said throttle valve toward closedposition, and a conduit connecting the suction chamber of said suctiondevice with said orifice, a second orifice in the intake passageway onthe atmosphere side of said throttle valve, and a conduit connectingsaid second orifice into the suction chamber of said suction devicewhereby when said throttle rod is moved from idle toward throttleopening position the suction on the engine side of the throttle valvewill act through said suction device and will initiate opening movementof said throttle valve producing an increased flow of motive fluidthrough the intake passageway whereupon at higher engine speeds thesuction produced by the velocity of the motive fluid by the secondorifice on the atmosphere side of the throttle valve will act throughsaid suction device to hold the throttle valve open.

MARION MALLORY.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,358,812 Anderson Nov. 16, 19202,134,889 Phillips Nov. 1, 1938 FOREIGN PATENTS Number Country Date751,217 France Aug. 29, 1933

